Use of Class 1 or Class 2 Electronic Flight Bag (EFB)
This advisory circular (AC) provides aircraft owners, operators, and pilots operating aircraft under Title 14 of the Code of Federal Regulations (14 CFR) part 91, with information for removal of paper aeronautical charts and other documentation from the cockpit through the use of either portable or installed cockpit displays (electronic flight bags (EFB).

This advisory circular (AC) provides ways for pilots and airplane operators to identify, understand, and mitigate risks associated with runway overruns during the landing phase of flight. It also provides operators with detailed information that operators may use to develop company standard operating procedures (SOP) to mitigate those risks.

This advisory circular (AC) contains general information and guidance for operators planning oceanic flights, including authorizations needed for operations outside the continental United States. This includes Special Areas of Operation (SAO) such as North Atlantic Minimum Navigation Performance Specifications (NAT/MNPS), Reduced Vertical Separation Minimum (RVSM), Area Navigation (RNAV), and Required Navigation Performance (RNP) airspace.

a. Initiatives.

In all geographic regions, the evolution of communication, navigation, surveillance and air traffic management (CNS/ATM) is the catalyst for initiatives such as data link, RNP, RNAV, Automatic Dependent Surveillance (ADS), and RVSM.

The dynamics of oceanic operations are such that they are constantly evolving and it is incumbent on the operators to closely monitor any changes. The FAA revised this AC to point the reader to the most current sources of international material. In many cases, the references are to a Web site. The material, however, is still found at www.faa.gov or by calling an FAA navigation specialist. This AC includes specific guidance for authorizations and other FAA policy issues. A detailed study of the FAA Web site is the best source for introduction information about oceanic, international, and remote operations.

Attitude Indicator
Provides a method to substitute an approved attitude indicator for the rate-of-turn indicator mandated by Title 14 of the Code of Federal Regulations (14 CFR) part 91, section 91.205(d)(3). This AC excludes airplanes covered by section 91.205(d)(3)(i) and (ii). This AC is applicable to part 23-certificated airplanes (or airplanes certificated under earlier equivalent regulations) that weigh less than 12,500 pounds and are operated under part 91.

Gyroscopic Instruments - Good Operating Practices
Issued to re-emphasize to general aviation instrument-rated pilots the need to determine the proper operation of gyroscopic instruments, the importance of instrument crosschecks and proficiency in partial-panel operations.

02-04-1977

91-14D

AFS-340

Altimeter Setting Sources
Provides the aviation public and industry with guidelines for setting up reliable altimeter setting sources.

This advisory circular (AC) provides aircraft owners, operators, and the public with information and guidance for assistance in compliance with Title 14 of the Code of Federal Regulations (14 CFR) part 91, § 91.21. Section 91.21 was established because of the potential for portable electronic devices (PED) to interfere with aircraft navigation or communication systems. It prohibits the operation of PEDs not installed aboard U.S.-registered civil aircraft while operating under instrument flight rules (IFR). This rule permits the use of specified PEDs and other devices that the operator of the aircraft has determined will not interfere with the safe operation of that aircraft. The recommendations contained herein are one means, but not the only means, of complying with § 91.21 requirements pertaining to the operation of PEDs.

This advisory circular (AC) provides guidelines for the development and implementation of standard operating procedures (SOP) for conducting safe aircraft operations during taxiing to avoid causing a runway incursion. In accordance with the current edition of Federal Aviation Administration (FAA) Order 7050.1, Runway Safety Program, the definition of a runway incursion is, any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle, or person on the protected area of a surface designated for the landing and takeoff of aircraft. This AC is intended for use by persons operating aircraft single pilot under Title 14 of the Code of Federal Regulations (14 CFR) parts 91 and 135, and flight schools. The FAA recommends that these guidelines become an integral part of all SOPs, Flight Operations Manuals (FOM), and formal flight training programs.

a. The Federal Aviation Administration (FAA) is amending its operating rules to require U.S. operators flying outside the United States to carry aircraft noise certification information on board the aircraft.

b. This Advisory Circular (AC) provides guidance to affected U.S. operators that operate aircraft outside the United States with aircraft that were never required to be noise certified. If you have such an aircraft, this AC outlines the noise certification requirement dates so you can confirm that your aircraft indeed pre-dates the requirements and should be considered acceptable. We use the term “grandfathered” for these aircraft. We strongly recommend operators of such aircraft to use the FAA form in Appendix 1 that includes a grandfather clause.

a. This advisory circular (AC) provides guidance on developing and implementing a Fatigue Management Program (FMP). An applicant may develop an FMP as one method to address the unsafe condition that arises when the Federal Aviation Administration (FAA) has determined an airplane type design has an unsafe condition associated with a demonstrated risk of catastrophic failure due to fatigue (hereinafter referred to as demonstrated risk). An FMP incorporates damage-tolerance based inspections or a part replacement/modification program to mitigate the demonstrated risk. An FMP also incorporates inspections based on service history and engineering judgment to address the broader risk posed by potential cracking of other fatigue critical structure in the airplane. The FAA may mandate an FMP by Airworthiness Directive (AD) only in cases in which the FAA has determined that airworthiness action is necessary to address an unsafe condition. The FAA may also approve an FMP as an alternative method of compliance (AMOC) to an AD. b. This AC provides guidance for actions once the FAA determines that an AD is necessary to address the unsafe condition associated with a demonstrated risk. Existing FAA guidance supports development of damage-tolerance based inspection programs for transport category airplanes to look proactively for potential cracks. Such guidance includes AC 91-56B, Continuing Structural Integrity Program for Airplanes, and AC 25.571-1C, Damage Tolerance and Fatigue Evaluation of Structure. These existing ACs do not describe all the actions that should be used to address a demonstrated risk. c. This AC is not mandatory and does not constitute a regulation. It describes an acceptable means, but not the only means, for maintaining the continued operational safety for airplane type designs that have a demonstrated risk. However, if you use the means described in this AC, you must follow it in all important aspects. In this AC, we use terms such as “must” or “require” only in the sense of ensuring applicability of a particular method of compliance when you use a specific acceptable method of compliance described herein.

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